Manifold attachment for internal combustion engines



Aug. 22, 1933. F. F. w. DOERING MANIFOLD ATTACHMENT FOR INTERNAL COMBUSTION ENGINES Filed Jan. 21. 1930 IXI 22 Patented Aug. 22, 1933 UNITED STATES MANIFOLD ATTACHMENT FOR INTERNAL COMBUSTEQN ENGINES Frank Frederick William Doering, Los Angeles,

Caliii, Hearn assignor of one-half to Walter Application January 21, 1930. SerialNo. 422,331

6 Claims.

During operation of an internal combustion engine, if the throttle is suddenly closed while the engine is rotating at a speed greater than that of the so-called idling speed, a degree of vacuum will be created in the intake manifold. During the interval between closing of the throttleand a return to idling speed, or upon opening of the throttle again, the exhaust pipe and manifold be come filled with vaporized. fuel, as the amount of fuel vaporized during this interval'is insufficient to produce an explosive mixture when compressed. Under these conditions when theengine returns to idling speed, or after the throttle is again opened, the accumulated gaseous fuel will be expelled from the exhaust pipe into the surrounding atmosphere. The odor of unburnt fuel is not only very obnoxious to the occupants of motor vehicles, but has been known. to occasionally produce suffocation to the passengers traveling i motor buses.

The object of this invention is to provide a fuel control attachment for internal combustion engines arranged in such a manner that when the throttle valve is closed while running faster than idling speed, the carburetor and fuel to the engine will be lay-passed and circulation of the air or burnt gas remaining in the engine will be induced through the exhaust pipe andmanifold and returned to the engine through a valve interposed between the carburetor and intake valves of the engine. 7 J

Another object of this invention is to provid an attachment for motor-vehicles which will reduce or eliminate fuel losses due to vaporization of the fuel while the engine is running faster than idling speed when the throttle valve is closed.

Other objects and advantages will be apparent from the following description, reference being had to the accompanying drawing, inwhich:

Fig. l is a side elevation of an internal combustion engine showing the automatic fuel control valve installed thereon;

Fig. 2 is a cross section taken through the improved valve detached from the engine and shown in closed position, i. e. the position assumed when the throttle valve is opened;

Fig. 3 is a view similar to Fig. 2 showing the valve in open position; i

Fig. 4 is an exterior view of the valve taken in the direction indicated by arrow l of Fig. 2, parts being broken away and shown in section;

Fig. 5 is a front elevation of the improved valve taken in the direction indicated by the arrow 5 of Fig. 3.

Referring more specifically to the drawing, 10 generally designates a conventional internal combustion engine of the type employed to furnish power for motor vehicles and comprises a cylinder block 11, intake manifold 12, carburetor 13, exhaust manifold 14 and exhaust pipe 15.

The automatic valve designated at. 16 is adapted to be interposed between the carburetor and intak'e'manifold as shown in Fig. Land consists of a body portion 18 substantially. T-shaped in cross section having flanged ends 20 for connection with the carburetor and intake manifold flanges 21 and 22 respectively. r I

Removably secured to the body portion preferably by screw thread connections is mounted'a valve cage 24 having a centrally disposed opening 25 normally closed by a poppet valve 26 engaging a seat 27 and provided with a stem 28 extending through. an opening 29 formed in the head 30 of the cage. A housing 32 is mounted on i and engages a seat 33 formed on the cage and is retained thereon by a nut 34 threaded as indicated at 35 to the head 30. H

Valve 26 is held seated by a pair of retractile coil springs 36, each end of which is connected to pins 37 secured to links 38 of a toggle joint generally designated at 40. The links 38 are pivotally connected by pins 41 to bracltetsdZ 'secured to the housing and to links 43 which are in turn connected 'to a block 4i threadedly mounted on the valve stem 28 and engaged by a lock nut 45.

The spring tension holding the valve seated may be varied by moving the bloclr i ion the valve stem, thereby the pounds of pressure required to open the valve may be regulated according to the suction created by the engine to. which the Valve is applied.

Housing 32 is provided with a tubular portion 4:6 having a flanged end 4'? adaptedto be connected to a pipe 48 whichis in turn connected to a suitable fitting 49 interposed between the exhaust manifold 14 and pipe 15.

An internally tapered ring 50 is removably mounted in a bore 50* formed in the cage 24 and encircles the-valve when in closed position as shown in Fig. 2. v

During operation of a vehicle the valve 26 remains closed or seated except when the throttle is closed while the engine is rotating faster than idling speed at which time the valve will be unseated due to unequal pressure thereon, that is, the internal pressure in the exhaust manifold will be greater than that in the intake manifold.

Immediately after the valve has been unseated it will be moved to open position by fluid pressure impinging upon the annular flange 26 of the valve. Thus it will be seen that due to increased area presented by the flange 26 the valve will be quickly moved to open position, the fluid passing into the body portion around the valve, it being noted that due to the taper of the ring 50 the velocity of the fluid effecting movement of the valve will be reduced as the valve opens, the area betweenthe periphery of the valve and the end ofthe sleeve being suflicient to permit free passage of fluid to the engine when the valve is fully open, thus preventing fluttering, the taper of the ring being determined by the piston displacement of the engine. The ring 50 also serves to prevent sudden closing or slamming of the valve when the engine returns to idling speed,

due to reducing of the area between the valve and ring.

When the valve is fully open the links 38 will be spread apart and the links 43 straightened out as shown in Fig. 3, bringing the axis of the pins 51 connecting the links on dead center, at which time the springs 36 will cease to function.

During opening of the valve an expansion coil spring 52 encircling the head 30 will be compressed by engagement with the block 44, this spring serving to actuate or throw the links off dead center when the pressure on the valve is near equalization.

From the foregoing it'will. be seen that when the accelerating throttle is closed under the conditions above referred to, the valve will be opened and remain so until the throttle is again opened or after the engine has returned to idling speed during which time the fuel supply from the carburetor will be cut off and circulation of the exploded mixture remaining in the engine will be induced through the valve as follows:

Upon opening of the valve 26 the gases in the exhaust manifold will pass through pipe 48' into the housing 32 thence into the valve body 18 through openings 54 inthe cage and the opening 25 normally closed by the valve 26, then returning to the engine through the intake manifold. It will be seen that by circulating the burnt gases the temperature of the engine will not be ree duced.

combustion engine as above described, not only prevents unburnt gas from accumulating in the 50 exhaust pipe, but also prevents fuel losses.

I claim:

1. In combination with the accelerator throttle, intake valves, intake manifold and'exhaust manifold" of an internal combustion engine, of a valve body interposed between the accelerating throttle and inake valves, a valve having a stem mounted in said valve body'and closing a port formed therein, a conduitconnecting said. valve body with the exhaust manifold, toggle joints connecting the stem of said valve with said housing, and spring means carried by said toggle joints normally seating said valve except when the accelerating throttle is closed while the engine is running faster than idling speed, whereupon said valve will open and permit circulation of fluid through said conduit and valve body into the intake manifold of the engine and remain open until the accelerating throttle valve is again opened, or when the engine returns to idling speed.

2. 'In an internal combustion engine in combination with its accelerator throttle, carburetor and exhaustmanifold, of a valve body a valve cage secured to said valve body, a valve normally closing an opening formed in said valve cage, a housing enclosing said c'a'ge, means for when the engine is running faster than idling housing enclosing said cage and secured to said body portion, a block mounted on said stem, op-

normally seating said valve, and a tapered ring removably mounted in said valve cage and encircling said valve, said Valve remaining closed except when the accelerator throttle is closed speed at which time said valve will be opened by fluid pressure from the engine exhaust and 'held in open positionv by the fluid pressure imwith said housing, retractile coil springs connecting said toggle links adapted to hold said valve seated, and a' lock nut threaded on said stem and engaging the block thereon, whereby upon rotation of said stem the spring tension holding said valve seated may be regulated according to no the pressure necessary to open said valve by suction created by the engine to which it is applied. j

I 5. In combination with an accelerator throttle and intake manifold of an internal combustion engine, of a-valve controlling a port leading to said intake manifold, and means for opening said valve and holding the, same in open position when the throttle is closed and the engine is running faster than idling speed, and for closing said valve when the throttle is opened or when the throttle is closed and the engine is running .at substantially idling speed, said means comprising a spring tending to close said valve with constant force and a spring-controlled means which exerts a maximum force when the valve is closed and its minimum force when the valve is in fully open position.

6. In combination with an internal combustion 1 engine having an intake manifold and a throttle valve, a valve controlling an inlet, to the manifold between the throttle valve and the intake valves of the engine, said valve being exposed on one side to internal pressure within the manifold and exposed on the other side to external pressure on the outside of the manifold whereby a material inequality of pressures will urge the valve to open, and means urging the valve to close, said means being more-effective when the valve is in closed position than when in open position, thus urging it to remain closed when closed and urging it to close when open but with less effort.

FRANK FREDERICK WILLIAM DOERING. 

